locking TCC in 3rd for racing???
ask fuddle! he is the only one that can tell you how much of a gain it would be to lock up the convertor.
in most cases guys dont gain (or loose) ANY et but gain a few mph trap speed.
in most cases guys dont gain (or loose) ANY et but gain a few mph trap speed.
I know how to lock it up; just set the TCC lock MPH
to lower (and the unlock, below that) than you trap.
WOT and part throttle tables.
But the strategy, I have no good idea, nor what would
be to your best advantage.
I -think- you want to apply the TCC after the converter
has sort of plateaued in terms of slip RPM; you don't
want to kill its shift extension effect, and you probably
don't want the clutch to have to overcome, haul down
big time slippage.
The TCC will raise your efficiency when applied so on
the one hand you're better off (in a constant HP case)
having it locked up and gaining the power. But because
HP rises with RPM your rear wheel delivered power may
be higher unlocked (with engine peaking and modest
efficiency) than locked (high efficiency but RPM lower).
I'd take a logging run, capture the TCC slip RPM, and
set the lock-point to the corresponding MPH where
the slip RPM seems to level out on a hard pull. Then,
experiment about that point and let the trap speed
tell you which way is better from there.
to lower (and the unlock, below that) than you trap.
WOT and part throttle tables.
But the strategy, I have no good idea, nor what would
be to your best advantage.
I -think- you want to apply the TCC after the converter
has sort of plateaued in terms of slip RPM; you don't
want to kill its shift extension effect, and you probably
don't want the clutch to have to overcome, haul down
big time slippage.
The TCC will raise your efficiency when applied so on
the one hand you're better off (in a constant HP case)
having it locked up and gaining the power. But because
HP rises with RPM your rear wheel delivered power may
be higher unlocked (with engine peaking and modest
efficiency) than locked (high efficiency but RPM lower).
I'd take a logging run, capture the TCC slip RPM, and
set the lock-point to the corresponding MPH where
the slip RPM seems to level out on a hard pull. Then,
experiment about that point and let the trap speed
tell you which way is better from there.
i used to lock my TCC in my yank st4000. i gained mph. 116.8 was my best trap and usual mph was 114 unlocked. never saw a gain in et. again your TCC has to be able to handle it. if the convertor is efficient you wont see a gain.
